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(No Mo-delJ' G .H TITGOMB 2 Sheetg-Sheet; 1. STEAM HEATING SYSTEM FORRAILWAY TRAINS. N0. 52Z,681-.' Patented July 10, 1894.

4 INVEN TEIRiK (No Model.) G H TITGOMB 2 Sheets-Sheet 2.

STEAM HEATING SYSTEM FOR RAILWAY TRAINS.

No. 522,681. Patented July 10,1894

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' UNITED STATES;

PATENT OFFICE.

GEORGE H. TITCOMB, OF BOSTON, MASSACHUSETTS, ASSIG NOR TO THE UNITEDSTATES STANDARD HEATING COMPANY, OF SAME PLACE.

STEAM-HEATING SYSTEM FOR RAILWAY-TRAINS- SPECIFICATION forming part ofLetters Patent No. 522,681 dated July 10, 1 894. Application filedJanuary 9, 1893. Renewed December 7, 1893- Serial 1101492890. (Nomodel.)

To all whom it may concern.-

Be it known that I, GEORGE H. TITGOMB, of Boston, in the'county ofSuffolk and State of Massaohusetts,have invented certain new and usefulImprovements in Steam-Heating Systcms for Railway-Trains, of which thefollowing is a specification.

This invention relates to an improvement in steam-heating systems forrailway cars in which the exhaust from the locomotive is utilized.

The invention is illustrated in the accompanying drawings, in which--Figure 1 shows a side elevation of a locomotive, tender, and part of acar, coupled together. Fig. 2 shows a bottom view of the locomotive,tender, and part of a car,-the exhaust-nozzle in the smoke-arch of thelocomotive, and the-circulating pipes in the car being indicated bybroken lines. Fig. 3 shows an elevation on an enlarged scale of aportion of the locomotive, represented as broken away to disclose theexhaust-nozzle, which appears in section. Fig. 4 shows an enlargeddetail of the exhaust-nozzle, one half being in section. Fig; 5 shows atop or plan View of said exhaust-nozzle. Fig. 6 shows an enlargedsideelevation of the tender with the receiver-tank beneath the same andone of the pumps communicating therewith appearing in section. Fig. 7shows a bottom view of the tender;- the said receiver-tank being brokenaway at the middle. Fig. 8 shows a sectional detail, illustrating adischarge-Valve.

The letter Z designates a conical exhaustnozzle which stands in thesmoke-arch of the locomotive over the exhaust from the steamchests a.This nozzle is open through to permit the passage of the exhaust steamto the stack as usual, and is provided with orifices r in its sides.

A rotatable damper k fits over the conical nozzle and has orifices q,arranged to register with those in the nozzle, and the said damper isconfined between a shoulder 20 at the base of the nozzle and a cap-nutw, screwing into the top of said nozzle.

A crown-wheel m is formed at the baseof the damper and surrounds thesame, and a spur wheel at gears into the said crown-wheel and is carriedon a rod 0 which projects out of'the front of the locomotive and therehas a hand-wheel p for turning it to close the orifices in the nozzlelbythe rotation of the damper la, and thereby cut off the exhaust steamfrom the heating pipes. It is obvious that other means may be employedto accomplish this result and instead of being controlled j fromthefront of the locomotive as here shown, the damper could be controlledfrom the cab of the locomotive.

A jacket t surrounds the nozzle on all sides and forms an annularchamber about the said nozzle. w i I A supply pipe t extends from thejackett along the side of the locomotive and connects by a flexiblecoupling with a similar supplypipe t on the tender, which is in turnconnected by a flexible coupling with a pipe 25 on the car. Similarpiping extends to the rear end of thetrain and thence returns to thetender.

The return pipes which appear on the drawings are designated 25 t andthe latter leads into a horizontal receiving tank b suitably supportedunder the tender. This receiving tank is divided into two compartmentsby a central partition I), and the pipe 15 leads into one of thesecompartments while a branch i of said pipe 25 leads into the other ofsaid compartments, suitable cocks a being provided in both the main andthe branch pipe so that either of said compartments may be cut out asdesired. 7

Horizontal pump-cylinders d d communicate respectively with thecompartments of the receiving tank, and pistons c c in saidpump-cylinders connect by rods e 6', with eccentrics ff on an axle g ofone of the tendertrucks. Inlet check-valves s. are arranged within thereceiver where the pipes 25 t enter, and outlet check-valves 25 controlports in the bottom of the said receiver.

The operation is as follows: While the train is running, the pumps (1 ddraw the steam through the piping t t t t t from the annular chamberinclosed by the jacket 15 which chamber is supplied from the exhaust ofthe locomotive through the orifices in the nozzle Z and damper is, andthe said pumps discharge the steam and the water of condensation throughthe outlet valves 25 in the bottom of the receiver. Thus a constantcirculation of exhaust steam is kept up through the pipes and the carsare thereby heated.

The piping in the cars extends along each side thereof and return-bendsi are or may be made in such piping so as to carry the circulation overthe car-floor and thereby effectually accomplish the heatin Theadvantage of the double arrangement of pumps is that should one becomeinoperative by reason of a leak or from other cause, it may be cut outby turning one of the cooks w, and the other one will still perform theduty of maintaining the circulation through the pipes.

A pipe 1: see Fig. 1 leads from the steamdome A of thelocomotive-boiler, to the su pply-pipe i and where it joins the same, athreeway cock 2' is inserted. When the train is at a stand-still thiscock may be turned to admit live steam from the dome into thecirculating pipes,.such live steam by reason of its high pressure makingits way through the pipes without the aid of the pumps which of courseare inactive as long as the train is standing.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a steam heating system for railway cars, the combination ofsuitable piping taking steam from the locomotive and extending throughthe train, a receiver having two compartments separately communicatingwith such piping, and a pump for each compartment of the receiver andconnected with a rotary part of the running gear of the train for thepurpose described.

2. In a steam heating system for railway cars, the combination of anozzle communicating with the locomotive exhaust and having a lateralorifice, a rotatable damper fitting on said nozzle and having an orificeto register with that in the nozzle, means for rotating said damper, achamber around said nozzle, piping communicating with said chamber andextending through the train, and a pump to exhaust from said pipingsubstantially as described. 4

3. In a steam heating system for railway cars, the combination of anozzle communicating with the locomotive exhaust and having a lateralorifice, a rotatable damper fitting on said nozzle and having an orificeto register with that in the nozzle, and also provided with acrown-wheel, a spur-wheel engaging said crown-wheel and having a handleby which to turn it, a chamber around the nozzle, a piping communicatingwith said chamber and extending through the train, and a pump to exhaustfrom said piping substantially as described.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing Witnesses, this 2d day of January, A. D.1893.

GEORGE II. TITOOMB.

\Vitn esses:

C. F. BROWN, A. D. HARRISON.

